From yippee38@mindspring.com Sun Aug 13 18:00:53 2000 Path: nnrp3.clara.net!newspeer.clara.net!news.clara.net!nnrp3.clara.net.POSTED!not-for-mail Message-ID: <399762F8.3C66F68A@mindspring.com> From: Yippee38 X-Mailer: Mozilla 4.74 [en] (Win98; U) X-Accept-Language: en,pdf MIME-Version: 1.0 Newsgroups: bigweek.general Subject: Re: Quarters is not alone, after a fashion References: <39975C86.33AF10FB@home.com> Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: 7bit Lines: 104 Date: Sun, 13 Aug 2000 22:09:44 -0500 NNTP-Posting-Host: 199.174.180.99 X-Complaints-To: abuse@clara.net X-Trace: nnrp3.clara.net 966222510 199.174.180.99 (Mon, 14 Aug 2000 04:08:30 BST) NNTP-Posting-Date: Mon, 14 Aug 2000 04:08:30 BST Xref: newspeer.clara.net bigweek.general:798 Pushing right pedal gives right rudder and will yaw the A/C to the right. Generally, in a straight and level turn, your rudder input matches your stick input. Right turn aileron = right rudder pedal. This is different when you are in a climb or at slow speed because of torque, P-factor and precession. If I remember correctly (and somebody who is current will probably correct me) when you turn right, you are producing more lift with the left wing and less with the right. When you produce more lift, you produce more drag and vice versa. Therefore, the left wing has more drag on it and the right wing has less. Net result is that the plane wants to yaw to the left. You add right rudder and all is right with the world. Same applies in the other direction. When climbing and turning, it is a different story (at least in 152/172 type planes). You are going slower and therefore the amount of drag being produced is less. Doubling your airspeed with increase your drag fourfold. So any bit of slowing the plane down will result in a big reduction of drag - relatively. The result is that you need less rudder input to maintain coordinated flight. Add to that torque, p-factor and gyropscopic precession and subtract the effects of spiralling slipstream - which are all much more pronounced in high power, slow, climbing flight - and your rudder input gets all funky. Obviously, the direction the engine turns makes a difference, but when turning one direction in a climb, you do sometimes have to cross-control (in other words: use opposite rudder). (hope I didn't totally screw that up) BTW, all 206 of my hours were in 152s and 172s. Bumpiness is pretty rare. I've had bumpy rides, but only a couple of them. Most were relatively smooth. OTOH, geography could make a huge difference in the flying conditions where you are. Also, what you think is really bumpy, may be smooth to me or vice-versa. :) Yippee38 Brett Smith wrote: > Could there be a misunderstanding here? I seem to remember that pushing > down on the RIGHT pedal in a real airplane gives you left rudder, and > pushing the left pedal gives you right rudder. I think that's what Pete > might mean. > > I'm prolly totally wrong though > > Rotor wrote: > > > > Negative, LEFT rudder in the RIGHT turn. Lets explain it this way. When > > you bank the plane it is sorta loosing lift on the side you > > banked to. The nose has a tendency to naturally droop at this point. A > > little LEFT rudder on that Right turn helps you keep your nose up > > therefor maintaining altitude. I believe i am kinda right with this > > explanation, but will let the real pile-its explain. > > > > > > > In AW it's a sure way to spin. > > > > Only because the way AW models a stall (so i have been told by reliable > > resources). AW puts you into a spin if you make multiple control surface > > movements at the edge of the stall envelope. Ever noticed that if you > > are really slow you can bank, pitch and yaw (slowly), as long as you dont > > try to do a combination of those, you will not stall. > > > > > > 3. Visual perspective in AW is sooo off. I think to ask Moggy for > > > circular degree marks or something... or, alternatively, alpha > > > indicator (a string tied to cockpit side). Because I am very used to > > > AW approach picture, seeing the runway lined up where my feet are > > > was spooky. I felt sinking like a rock, at -700 fpm by VSI. > > > > Even in the big plane ckpts (i.e. L1011s, DC10s etc etc) the runway has > > always looked extremely small and appraching really really fast. I dont > > get that feeling when i am riding as a pax. It is probably the speed in > > my case, since i didnt feel the same rush in a huey. I have been in > > puddle jumpers and i dont get the sinking feeling i get in the BIG > > planes. > > > > > > > > Mahir was posting about money at Frenchy's server before it went kaput. > > > This is what those drug dealers offer: > > > > > > Minimum Typical > > > requirements expenses > > > > > > Aircraft rental 40h @ $70/h = $2800 60h @ $70/h = $4200 > > > CFI time 20h @ $30/h = $600 30h @ $30/h = $900 > > > Written test & > > > study mater. $150 $150 > > > Flight test $350 $350 > > > ---------------- ----------------- > > > Total $3900 $5600 > > > > > > Looks suspiciously cheap... > > > > Depends where you are at, but the number on the right seems reasonable. > > > > > So I only needed to use my old laptop > > > instead of my new shiny Sony Z505 and to cut back on expensive > > > restaurants for couple of months... Hmm. > > > > Make the jump, i will be there next year, hopefully. > > > > > > > > --Pete > > >